Valve gear



-(No Model.) 5 sheets-sheet 1.

P. MALTBY.

RBV-ERSINGVALVE GEAR.

N0.333,473.' Patentednee. 29, 1885.

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(No Model.) 5 Sheets-Sheet 2.

P. MALTBY.

RBVERSING VALVE GEAR.

No.- 333,473. Patented Dec. 29, 1885.

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P. MALTBY.

REVBRSING VALVE GEAR. No. 333,473. Patented Deo. 29, 1885.v

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(No Model.) 5 Sheets-Sheet 4. P. MALTBY.

. RBVBRSING VALV GEAR. N0f333473- l Patented Deo. 29., 1885.`

(No Model.) 5.Sheets-Sheet 5.

' P. MALTBY.

REVEBSING VALVE GEAR. No. 333,473. Patented Deo. 29, 1885.

lUNITED STATES PATENT OFFICE.

PHILO MALTBY, OE CLEVELAND, OHIO, AssIGNOROF TwO-THinDs rro FRANK D. MALTBY, OE NEW YORK, N. Y., AND L. G. HINE, OE WASHINGTON, D. o.

REVERSING-VALVE GEAR.

SPECIFICATION forming part of Letters Patent No. 333,473, dated December 29, 1885.

Application tiled November 7. 1885. Serial No. 182,116. (No model.)

.To all whom it may concern..-

Be it known that I, PHILO MALTBY, a citizen of the United States, residing at Cleveland, in the county of ,Cuyahoga and State of Ohio, have invented certain new and useful Improvements in Reversing-Valve Gear for Steam-Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others IO skilled in the art towhich it appertains to I make and use the same.

This invention relates to that class of enines known as marine ro ellers" and the g 7 ing the lead of the valve while the engine is running. I operate the valves by a single eccentric mounted on the driving-shaft, in connection with suitable and inexpensive and uncomplicated mechanism, whereby the lead and throw of the valves may be regulated while the engine is in active operation, and the piston at the end of each stroke is cushioned by l dead or exhaust steam.

In the accompanying drawings, which form a part of this specification, Figure l is a perspective view ot' my im proved engine with my valve-shifting mechanism in operation. Fig. 4o 2 is a vertical longitudinal section of the engine-cylinder and its chests and valves. Fig. `3 :is a top plan view. Fig. 4. is an end elevation. Fig. 5 is an end elevation taken opposite to the elevation shown in Fig. 4, showing the other side of the engine. Fig. 6 is an eny ,larged detail. Fig. 7 is a horizontal section through the cylinder, showing' the location and relation of the reversing-Valve with the shifting-valves. Fig. 8 is a vertical sectional 5o view ot' a detail.

Most of these `views are illustrated and brieiiy described in an application filed by ine J une 9, 1885, Serial No. 168,107, for reversing-valve.

Referring to the drawings, A designates the piston, and B the main shalt, the two having the ordinary crank-connection` b. The piston works in a cylinder, C, formed in a body, C, supported by standards upon a base, which also provides journal-bearings for the main 6o shaft. These parts, except the cylinder-body C, are of ordinary construction.

Formed in the cylinder-body are valvechests Ci G7, one arranged upon each side of the cylinder C, and in each of these chests opcrates a double-headed piston. To one of these pistons I refer by the character S, and to the other by the character S.

In a valve-chest, D, operates a reversing! valve, E, having central exhaust-port, e. and7o connected vertical recesses e2 and horizontal recesses e', as fully set forth-in the application hereinbefore referred to.

Formed in the cylinder-body is a vertical steam-chamber, c, which by ports f above audj" below is connected to the valve-chest C6, and by a. central port, o, is connected to the valve-chest D. A port, c3, connects the' valve-chest D with the chest CT of the shifting valve S', and each of the valve-chests C6 8o and CT are connected above and below to the cylinder C by ports c4. The stem E of thereversing and throttle valve extends up through the casing and carries a ratchet-lever, E2, which, engaging a toothed segment, E3, allows the valve E to be conveniently set in `either of three positionsnaniely,ii'st, in the center, to shut ot't the live steam and stop the engine; second. to throw the live steam into the valvechest C through the port c3, to start the engine ahead; and,third,to throw the live steam into the valve-chest U6 through the port c2, to reverse the engine. The valve S operates in the chest C, and the valve S in the chest G7. Both these valves are thrown, by mechanism yet to be described, simul laneously in the same direction, but one at a greater speed than the other, as will presently appear. The ports c" are difterently inclined, as shown in F1g.2, so that Whilentheir openings into lthe cylinder C ,roo

are uponjthe same approximate planes above and be1ow,vtheir openings within lone valvechest are much nearer together than in the other. This is made necessary in order to admit steam into the ends of the valve-chests."

I move my exhaust-valve the fastest, and in- By referring to Fig. 2 it will be seen that the several ports c4 are closed by the heads of the piston-valves S S,and in such position the` pressure of steam within the cylinder C acts strongly to force each valve Vover against the side of its chest farthest from the` cylinder. I balance the valves from this pressure by forming in the walls of the chests C6 C7, op.-` posite each port c, a blindport, c, of the `same area as the port c, and from each of these blind-ports ci is led toward the end of the chest a shallow way, es; hence when the valve head or plug covers a port c* the pressure from the cylinder is balanced by steam in the blind-ports c5, which is admitted through the way c6, and as the head uncovers either port c4 it also uncovers an equal area of the blind-port c5. If the area of each blindport c5 is slightly greater than that of the port c* opposite,the effect will be to hold the valves to the port with a gentle influence suicient to cause efficient working. This arrangement has peculiar advantages to the construction of valves and valvegear shown,and it materially 'modifies the operation of my valve mechanism. The valve-stems s 8 of the valves S S' work through separate stuffing-boxes, s?, adj ustably held to the cylinder-head, as shown.

Secured upon the shaft B is an eccentric, K, 'having a strap, I, which, by a rod, K, is connected to a block, L, arranged to ,be moved in either of two directions upon a radius-arm,

M', 'by a crank and toothed disk, R, jou-rnaled in the block L, and having its teeth r engage.

a series of holes or recesses, m, formed in the upper edge of said radius-arm.

`one side of the engine and projects beyond dus-arm M. As the shaft B revolves-.the ,arms M and M', through the block Land its eccentric connections, are given regular motion,

V `with the rock-shaft N for a center.

Loosely hung on the rock-shaft N, adjacent to the radius-arm M, isa radius-arm, Q, which carries a block, Q', the said block being connected by a pitman, T, with a sliding plate,

`T', moving in guides t, formed upon the rear of the cylinder-body C.

At the lower end of the slideT is adjust-J ably secured an arm, T, which cmbracesthe guide at one end and is secured thereto by a setserew, t2, and'at the other end has "a hole,

The arm M` is rigid with a rock-shaft, N, journaled .in` bearings P, and this rock-shaft extends along t3, through which is projected the lower end of the valve-stems of the valve S. The arm TIl and valve-stem are secured together by clamp-nuts u. The free end of the adjustableradiiis-arm Q operates in a slot, v, formed v in the plate V, carried upon theend of the radius-arm M, and a clampl or screw, e', allows the radins-arm Qto be adj usted up or down in the plate V at will. The block Q may be moved along on the valve-radius Q by an elbow-lever, Q2, loosely hung on the shaft N,

andM4 having secured to its vertical arm a toothed rod, Q3, the teeth q of which engage a horizontal pin, q, in the block Q', and allow 4the .said block to be moved in either direction. This radius-arm Q, it will be understood, may be adjusted at will to vary the lead and throw of the valve S. The valve S, which is located at the front .of the engine, lis adj usted by similar means. l guides u upon the yfront of the cylinder, and is connected to the stem.. of the valve S by a link or pitman, U. This slide is `connectedjto v a block, U2, adj ustably hungon a :radins arm,

U3. This valve-radius Ua is loosely hung von the shaft N adjacent to the rigid arm M', and

j the end of the radius U3 may be similarly add `@justed in the block V by the screw c. Now

.it will be observed .that greater or less throw rmay 'be given the valves by simply moving,

the block L upon the radiusarm M in one or ithe other direction. It will also be seen 'that the throw ofthe valve-S' may be varied by moving the block Q' on the valve-radius Q toward or away from the pivot or shaft N, and that the l1throw of the valve S may be similarly varied rby a similar manipulation of the block U2 on the valve-radius U3; but in case the range of such adj ustmentsare not sucient-and I find ithem insuiicient for all the purposes of this invention--I have a still further adjustment at ;hand-namely, either valveradius Q or U3 vmay be adjusted independently,and heldatany desired point of adjustment in the plates V V. Bythis latter arrangement I secure to each valve independent adjustment of the action accru-ing from the rock-shaft audits rigid arms 't M M, and I can also at a moments notice ychange the lead of either valve.

In practice,and .running ata speed of, say,

. :one hundred revolutions rper minute, a proper the line of its front, where it carries rigidly a, straight arm, M', corresponding with. the raadjustment of the exhaust will Ypreventpounding; but that adjustment will not prevent V pounding if thespeed .is quickened to, say, four hundred `revolutions per minute.

By my construction and arrangement I allow the engineer to adjust both the lead and the .exhaust so as to use dead-steam as a cushion, and bya slight `manipulation yofthe parts f fdescribed to so regulate the exhaust as to in- `stantly meet any emergencywhich may follow i It' the `engine labors, he;

la .change of speed.

A Sliding plate, U, works in be obvious from my construction that Imay adjust so as to use live steam for this purpose, should it be desired.

What I claim as new isv l. In a steam-engine substantially as described, the combination, with a reversingvalve, as E, and with shifting-valves operating in chests upon opposite sides of the main cylinder, of radius-arms, and adjustable connections between said arms and valves, whereby both the throw of the valves and the amount of feed and exhaust may be regulated at will, and the stroke of the piston may be cushioned with exhaust-steam, as specified.

2. The combination, with the cylinder C, chests C, Cl, and D, and the reversing and throttle valve F, of valves, as S S', radiusarms, and adjustable connection, whereby both the throw of the valves and the amount of feed and exhaust may be regulated at will while the engine is running, as set forth.

3. The combination, with a cylinder and two valves, as described, of a single eccentric upon the main shaft, a radius-arm connected with said eccentric and rigidly hung upon a rock-shaft, two radius-arms, and sliding connections with said arms, whereby the throw of either valve may be independently adjusted at will, as set forth. v

4. In an engine as described, the combination, with a rock-shaft operated by a single eccentric, of loose radius-arms, connections between said arms and the valves, as S S', and means, as described, for adjusting said radius- 'arms independently, to regulate the throw of the valves at will, as set forth.

5. In an engine as described, the combination, with a rock-shaft, as N operated by a single eccentric and carrying rigid arms M M', of loose radius-arms independently adjustable upon said rigid arms, and having adjustable connection with the valves S S', as specified.

6. The arms M M', having slotted plates V V', and carried rigidly upon a rock-shaft operated by a single eccentric, of valve radiusarms, as Q U3, having adjustable connections with the valves, and clamps or screws v'ci, as specified.

7. In an engine substantially as described,c

the combination, with the piston, cylinder, valves, and valve-chests, as shown, of the arms M M', for giving to both valves simultaneous motion in the same direction, and connections for adjusting the throw of either valve at will, as set forth.

8. In a steam-engine as described, a radiusarm, as M, and adjustable connections with a main eccentric, combined with a slotted plate, V, carried on said arm, a valve-radius having adjustable connection with the valve, and means, as c, for changing the lead of the valve, as set forth.

9. In a reversing steam engine substantially as described, two feed and exhaust valves arranged on either side of the main cylinder, operated from a single eccentric, and set correspondingly at the commencement of each stroke, combined with connections between said shaft and valve to move the exhaust-valve at a greater rate of speed in the same direction than the feed-valve, to allow for prompt exhaust without setting the exhaust-valve at a lead, as set forth.

10. In an engine substantially as described, the combination, with the cylinder and valvechests C6 CT, arranged as shown, of the valves S S', and mechanism, as described, for adjusting the lead of either valve while the engine is running, and steam-spaces c5 c, formed in the valve-chests opposite the ports c4 of the cylinder, to balance the valves, as set forth.

In testimony whereof I afx my signature in presence of two witnesses.

PHILO MALTBY.

Witnesses:

J. R. NOTTINGHAM, WILLIAM FITCH. 

